Air distributing system



April 12, 1938. E, vo 2,113,670

AIR DISTRIBUTING SYSTEM Filed April 18, 1936 5 Sheets-Sheet 1 N3 3 'N w59p ''l- 1 Q i i l 1 l l l I Q i i w N Inlznm April 12, 1938. A. E.VOlGT AIR DISTRIBUTING SYSTEM Filed April 18, 1956 5 Sheets-Sheet 2April 12, 1938. I vo 2,113,670

AIR DISTRIBUTING SYSTEM Filed April 18, 1956 3 Sheets-Shget 5 If /6 I II i' 1 I I 1,; {I}. I P8 Patented Apr. 12, 1938 UNITED STATES.

PATENT OFFIQE 2 Claims.

My invention relates to a system involving a dual duct for thecontrollable distribution of airpreferably pre-treated or conditionedairto preselected points in dififerent horizontal planes; and while myimproved system is especially adapted to passenger railway cars andparticularly sleeping cars, it is evident that the improved system isalso applicable for use in shops, homes and other buildings andvehicles.

The object of my invention is to convey air from an air conditioningunit to opposite sides and to preselected points in a chamber orenclosure, namely to opposite sides of a passenger carrying car, andthrough the medium of controllable mechanism distribute or discharge theconditioned air at or adjacent to the deck of the car or at preselectedlower levels in the car, say in the lower berths of a sleeping car, orat both upper and lower levels if desired.

My invention, more specifically stated, involves auxiliary ducts withdeflectors and discharge or down ducts and suitable damper mechanismwhereby the flow of air through the main channel or duct and into theauxiliary ducts may be controlled.

The invention, for purposes of exemplification, has been shown appliedto a passenger railway car of the sleeping car type and has thereforebeen given an embodiment which lends itself to the usual structurallines of such cars and which will in no way interfere with the seatingand berth arrangement and operation.

The objects and advantages of my invention as heretofore mentioned aswell as other advantages inherent in the invention will all be readilycomprehended from the accompanying drawings wherein:

Figure 1 is a cross sectional view of the upper part of a passengerrailway car adjacent an end of the car with my invention applied.

Figure 2 is a horizontal sectional view taken substantially on the line2-2 of Figure 1, looking in the direction of the arrows, with ceilingand operative lever omitted.

Figure 3 is a transverse sectional view of a portion of a passengerrailway car with intermediate and end portions broken away and providedwith my invention.

Figure 4 is a vertical sectional View of a portion of one side of thecar taken at a point intermediate of a pair of adjacent windows.

Figure 5 is a detail sectional view taken substantially along the line5-5 of Figure 4, viewed in the direction of the arrows.

Figure 6 is a detail view of the lower or discharge end of a'down ductas viewed from the car interior.

My invention is particularly adapted for the distribution of air in asleeping car, and as it lends itself readily to a type of airdistribution system at present in use involving merely a single air ductdisposed to the car roof exterior, the invention has been applied to acar of that type with the end of the car intermediate of the car top land the ceiling H shown provided with air receiving or plenum chamberAZ.

This chamber I2 receives the conditioned air from the blower or fanchamber l3 located in the upper deck portion at the end of the car; thechamber l3 being provided with any suitable air intake and conditioningmeans not shown.

A plenum chamber i2 is preferably located at the same end of the car andthis chamber is disposed transversely of the car with its endscommunicating with my improved dual unit which is formed to provide apair of air conveying conduits or ducts l4 and 5.

The air ducts M and I in the particular exemplification are showndisposed along both sides of the top of the car on opposite sides of theintermediate or deck portion of the car and on the car exterior so as toobviate the necessity for altering the interior construction and hencepresenting a more readily incorporated structure.

The air ducts or channels l4 and on each side of the car preferablycomprise a single shell l6 made to more or less conform with the generalcurvature of the shoulders ll of the car top and the vertical sides ofthe monitor or deck portion; and this shell I6 is shown provided with avertical partition I8 extending from top to bottom and lengthwise of theshell as shown in Figure 3, thus providing a dual unit.

As the auxiliary duct or channel I 5 is especially intended for thedelivery in the lower berths or the lower part of the berth or mainsitting portion of a car, the partition I3 is shown curving at its endtoward the outer wall of the unit or shell l6 and united thereto; whilethe duct M of the unit may continue beyond the partition or berthportion of the car, as shown in Figure 3. It is the usual practice notto employ curtains for the upper and lower berths in a compartment'ordrawing room at the end of a car and hence the delivery in the upperpart of the drawing room or compartment by means of duct or channel I 4is sufiicient. For that reason I have shown the dual portion of the unitconfined to the berth portion of the car, namely the main portion of thecar intermediate of the end partitions.

The units I6 are shown properly insulated to reduce conduction lossesand the insulation, as well as the deck portion of the car, covered overby the outer covering or crown ID. The inlet ends of the ducts l4 and I5are shown bent or curved inwardly toward plenum chamber l2 as shown inFigures 2'and 3 and the inlet ends of the ducts provided withcontrollable dampers at 20, as shown in Figures 1 and 3.

These dampers are shown hingedly secured adjacent the ends of thepartitions [8 so as to swing through horizontally disposed arcs duringrotative movement of the crank-rods 2| which may be suitably trunnionedat their upper and lower ends in the top and bottom walls of the plenumchamber l2, as more clearly shown in Figure 1.

The dampers 20 extend from top to bottom of the plenum chamber and areof width sufficient to extend from the partitions 18 to the oppositeside walls of the plenum chamber l2, as shown in Figure 3, in order thatcommunication between the plenum chamber l2 and either duct 14 or ductl5 may be entirely or partly shut off. I

The lower ends of the rods 2| are provided with levers 22, see Figure 2;and the outer ends of these levers 22 have the control rods 23 pivotallyconnected therewith; the rods being preferably provided with takeupmeans or turn-buckles as at 25. The other ends of the control rods arepivo-tally connected with an oscillating plate or arm 25 pivotallymounted in a suitable bracket 26 secured to the bottom of the plenumchamber 52. The pivot pin of the arm 25 extends downwardly through theceiling l I, see Figure 1, where it is provided with a suitable handlever 21.

With the dampers 26 disposed as shown in full lines in Figure 3, it isapparent that the air from the plenum chamber 12 will be allowed toenter the auxiliary ducts l5, IE5 at opposite sides of the car whilecommunication with air ducts I4, I4 is interrupted; although in practicesome air is also permitted to enter ducts 14.

The air ducts l4, M are arranged adjacent the sides of the car deck andthe conditioned air from ducts l4, I4 is discharged into the upper partof the car through openings 28 in the sides of the ducts and in thesides of the car-deck and arranged at spaced points lengthwise of thecar as shown in Figure 3; these openings in practice being preferablyprovided on the car interior with some suitable grilling not shown.

Where my improved air distributing system is appiied to a sleeping car,the dampers 20, 20 are intended to be positioned as shown in dottedlines in Figure 3 during the day so as to direct the conditioned airfrom the plenum chamber [2 into the main ducts l4, l4 and permit theconditioned air to be discharged into the upper part of the car throughgrill-ed openings or ports 28.

During the night run of the sleeping car it is essential to distributeall or a part of the conditioned air into the lower part or lower berthsof the car and for that reason I provide the auxiliary ducts it, 55extending lengthwise of thecar as previously described. In order to havethe conditioned air flow into the auxiliary ducts I5, l5, the dampers 28must be swung toward the full line positions shown in Figure 3, therebyplacing ducts i5, 15 in uninterrupted communication with the conditionedair receiving chamber I2. As previously stated, however, in actualpractice it is preferable to move the dampers so as to also permit someair to enter ducts l4, [4.

As the air ducts l4, M are intended to distribute the conditioned airinto the upper part of the car, these ducts are located adjacent thesides of the deck and laterally extending nipples or short extensionsthrough the side wall of the car-deck are provided as heretoforedescribed; whereas the auxiliary air ducts l5, l5 are intended todistribute the conditioned air into the lower berths and hence at thesides of the car and therefore these auxiliary ducts are shown locatedin that part of the units 16 positioned nearer to the side Walls of thecar in order that down ducts may be lead from these auxiliary ducts insuch manner as not to interfere with the general interior contour of thecar and without interferring with the construction and operation of theupper berths of the car.

At points coincident with each berth section and preferably so as to bealigned with the usual mirrored panels between the two windows of eachsection, I provide adownwardly disposed conduit or duct 29, see Figure4. The duct 29 is secured in an opening in the bottom wall of the ductl5 and extends through an opening in the shoulder ll of the car top andalong and partially in the side wall of the car withthe lower endextending intermediate of the windows of a berth section of the car.

The upper ends of the down ducts 29 are shown rectangular incrosssection and at a point beneath the car top shoulder beam 30 theconduit or duct is bent rearwardly or toward the outer wall of the carwhere the body portion of the duct may be disposed between the inner andouter walls and within the vertically disposed structural post of thecar side; the lower end converging somewhat as shown at 3i in Figure 5and the front or outer wall 32 shown r-earwardly sloping so as toaccommodate itself to the structural lines and elements of the car.

It will be understood, of course, that the cross sectional configurationof the down duct may be of any desirable outline where space limitationsneed not be considered.

The down ducts 29, at suitable points, are provided with small pipes ortubes 33 extending through the ducts from front to rear to receive thebell wires for the push buttons in the upper berths.

The lower ends of the down ducts are provided at the forward or carinterior side with an outlet opening at 34 whereby the conditioned airmay be discharged into the lower berth portion of the section; thisopening being preferably provided with a grilling or cover in additionto some suitable, finger controlled damper or regulator (not shown)whereby the occupant of the lower berth section may either partly orentirely shut off the discharge of the conditioned air.

The discharge outlet 34 is preferably located a proper distance beneaththe usual window curtain rail indicated at 35 and thus still leave asufficient length of space below the outlet opening 34 for the usualmirror panel between the adjacent windows of the section.

In order to ensure the air in auxiliary duct l5 flowing downwardly andparticularly in the down ducts removed from the ends of the auxiliaryducts l5, I5, I provide one or more deflectors 36 in the auxiliary ductsl5, [5 at the inlet orifices of the down ducts, see Figures 3, 4 and 5.I prefer to employ a plurality of deflectors or air snatchers at eachorifice; the deflectors being vertically disposed and spaced apart in adirection lengthwise of the auxiliary ducts l5, l5 and each succeedingdeflector, relative to theinitial or air inlet ends of the auxiliaryducts l5, 15. of somewhat greater height, with the upper ends of all ofthe deflectors preferably curving toward the inlet ends of the auxiliaryducts and. hence against the direction of flow of the conditioned air.

These deflectors may be rigidly secured in place in any suitable mannerso as not-to interfere with the flow of air beyond the series ofdeflectors as for example by the downwardly tapered brace shown at 37 inFigure 5. In view of the increasing depth of the air ducts l5, l towardthe partition is, I prefer to slope the tops of the deflectors towardthe partition I8, as shown in Figure 4, and thus increase the airgrabbing functions of the deflectors 36.

These deflectors or air grabbing elements 36 need merely be arranged atthe orifices of the down ducts removed from the ends of the auxiliaryducts i5, i5 as the accumulated pressure will force the air to flow downthe ducts 29 at the farther ends of the ducts I5.

In order to obtain distribution of conditioned air through the downducts 29, it is necessary to provide .a dual unit wherein one passage ofeach unit constitutes an auxiliary or down duct feeding conduit, insteadof having the down ducts connect with passage or duct i4,--which has theopenings through the side wall of the deck of the car,as the air wouldflow through the path of least resistance and hence pass through thedeck openings adjacent the top of the car.

My invention provides means whereby cooled or conditioned air from acommon blower and plenum chamber may be discharged at difierent levelsin a sleeping car for either day or night travel by means of separateconduits or ducts communicating with said plenum chamber; and in orderto overcome the resistance offered by the down ducts, higher airpressure in the conduits communicating with the down ducts is obtainedby decreasing the .area or cross-sectional dimensions of the majorportion of this conduit or auxiliary duct. By reason of thisconstruction the increased air distribution is obtained without thenecessity and expense of providing additional blowers.

In the installation of the air distributing system as exemplified by thedrawings, the connections between the plenum chamber and the ducts arelocated beyond the smoking compartment and lavatory ends of the car andI therefore provide a conduit 38 which preferably communicates with thebottom of the duct l4 somewhat beyond the connection between the airsupply or plenum chamber I2 and duct M. The discharge end of the conduit38 may be arranged at any desirable point in the smoking compartment orlavatory where it will not protrude or detract from the usual structuraldesign of the car and the discharge end is preferably provided with asuitable type of well known regulating shutter or damper, not shown.

Any suitable means may be employed for firmly holding the hand lever 21in its adjusted positions, and as various means may be employed I do notdeem. it necessary to illustrate such means.

As is apparent from the foregoing description, the principal object ofmy invention is to conduct air from an air conditioner unit on apassagener carrying car by means of a duct system located on one or bothsides of the car; this duct system being adapted to distribute this airpreferably through grilles arranged in the side of the upper deck or inthe ceiling of the car so as to cool the car during day travel; thesystem also involving what Ihave termed an auxiliary duct, whichcommunicates with the same air conditioner unit, and is provided withdownwardly disposed conduits or ducts adapted to convey the conditionedair, or some of it into the lower berths (if the car is a sleeping car)during night travel.

The auxiliary duct has deflectors, or air grabbers as it were, wherebythe air is caused to flow into the down conduits. The outlet ordischarge ends of the down conduits are preferably located in the panelbetween the windows of a berth section so that the conditioned air willdischarge more or less centrally in the berth; and these outlets arepreferably provided with any well known type of shutter or damperwhereby the berth occupant may regulate or entirely shut off thedischarge.

The invention more specifically stated involves a single structureformed to constitute a dual duct connected with a single air supply orplenum chamber and the connection provided with means whereby flow ofair into one duct or the other may be controlled; while the duct forconveying the air intended for discharge at a lower level in the car isof a cross-sectional area adapted to place the air under greaterpressure so as to overcome the resistance of the down conduits.

The dravn'ngs substantially illustrate an embodiment of my invention inuse and as applied to the conventional type of sleeping car, but it isapparent that certain modifications are possible whereby the inventionmay lend itself somewhat more conveniently to other types of cars orenclosures without, however, departing from the spirit of my inventionas expressed in the appended claims.

What I claim is:

1. A system of the character described comprising a pair of air ductsarranged horizontally parallel with each other lengthwise adjacent thetop and on each side of a railroad passenger car, one of the ducts ofeach pair being provided with laterally disposed openings adapted todischarge air adjacent the ceiling of the car, while the other duct ofeach pair is provided with vertically disposed discharge conduitsarranged on the side walls of the car and adapted to discharge air at alower level in the car, said second mentioned ducts being formed toincrease the pressure of the air therein over' the pressure of the airin the first mentioned duct; an air supply chamber disposed transverselyabove the ceiling of the car and common to the ducts of both pairs; andmeans operable from the car interior whereby the flow of air from saidsupply chamber into the selected duct of both pairs may be controlled.

2. A system of the character described comprising, in combination with arailroad car provided at the end with a plenum chamber; a dual duct unitleading from said chamber and extending lengthwise at the top of the caron each side thereof to provide a pair of parallelly arranged air ducts,the duct disposed toward the longitudinal center line of the car beingprovided with a plurality of laterally disposed openings for dischargingair adjacent the ceiling of the car, the other duct of each conduitbeing formed to increase the pressure of the air therein and providedwith air conveying conduits extending downwardly at the side wall of thecar to discharge air at a lower level in the car, said duct at theorifices of the downwardly disposed conduits being provided withstationary vertically disposed graduated deflectors whose upper ends aredisposed in the direction of the inflowing air for deflecting the airinto said downwardly extending conduits; and means operable from the carinterior whereby the air flow from the plenum chamber into the selectedduct of both dual conduit units may be controlled.

ALEXANDER E. VOIGT.

